Methods and apparatus for presenting automatic flight control system data onboard an aircraft

ABSTRACT

A method for presenting flight control system data onboard an aircraft is provided. The method detects a current operating mode of an automatic flight control system; determines a current aircraft operation, based on the current operating mode; identifies, based on the current aircraft operation, potential aircraft operations associated with a plurality of operating modes of the automatic flight control system, and wherein the plurality of operating modes comprises the current operating mode; presents, via a display device onboard the aircraft, a first plain-text description of the current operating mode and the current aircraft operation; and presents, via the display device, a plurality of plain-text descriptions, wherein each of the plain-text descriptions is associated with a respective one of the potential aircraft operations.

TECHNICAL FIELD

Embodiments of the subject matter described herein relate generally topresenting data associated with operation of an automatic flight controlsystem onboard an aircraft. More particularly, embodiments of thesubject matter relate to presenting text representations of anticipatedaircraft operations based on current aircraft operations.

BACKGROUND

An automatic flight control system, or “autopilot” is commonly usedonboard aircraft. Operations of the automatic flight control system areassociated with various modes. Modes are found in almost everysupervisory control system. A mode is defined as a manner of behaving.Mode confusion is increasingly becoming a significant contributor toaccidents and incidents onboard aircraft. Mode display for an automaticflight control system has traditionally included technical, abbreviated,and/or ambiguous messages to present a current state of the autopilot,which may be misinterpreted or overlooked by flight crew members,especially in times of high crew workload. Misinterpretation ofautomatic flight control system operations can lead to an incorrectconfiguration of the automatic flight control system by flight crewmembers, resulting in the aircraft performing unexpected or incorrectflight maneuvers. This scenario can lead to a loss of situationalawareness as well as a reduction of safety margins within the airtraffic control system.

Accordingly, it is desirable to provide increased situational awarenessto flight crew members onboard an aircraft, as it relates to the use ofan automatic flight control system. Furthermore, other desirablefeatures and characteristics will become apparent from the subsequentdetailed description and the appended claims, taken in conjunction withthe accompanying drawings and the foregoing technical field andbackground.

BRIEF SUMMARY

Some embodiments of the present disclosure provide a method forpresenting flight control system data onboard an aircraft is provided.The method detects a current operating mode of an automatic flightcontrol system; determines a current aircraft operation, based on thecurrent operating mode; identifies, based on the current aircraftoperation, potential aircraft operations associated with a plurality ofoperating modes of the automatic flight control system, and wherein theplurality of operating modes comprises the current operating mode;presents, via a display device onboard the aircraft, a first plain-textdescription of the current operating mode and the current aircraftoperation; and presents, via the display device, a plurality ofplain-text descriptions, wherein each of the plain-text descriptions isassociated with a respective one of the potential aircraft operations.

Some embodiments of the present disclosure provide a system forpresenting flight control system data onboard an aircraft. The systemincludes: a system memory element; a flight control system, configuredto operate according to a current operating mode of the aircraft; adisplay device, configured to present graphical elements and textonboard the aircraft; and at least one processor communicatively coupledto the system memory element, the flight control system, and the displaydevice, the at least one processor configured to: identify the currentoperating mode of the aircraft; determine a current aircraft operation,based on the current operating mode; identify, based on the currentaircraft operation, potential aircraft operations associated with aplurality of operating modes of the flight control system, and whereinthe plurality of operating modes comprises the current operating mode;and present, via the display device, a plurality of plain-textdescriptions, wherein each of the plain-text descriptions is associatedwith a respective one of the potential aircraft operations.

Some embodiments of the present disclosure provide a non-transitory,computer-readable medium containing instructions thereon, which, whenexecuted by a processor, perform a method. Based on a current operationof an automatic flight control system of an aircraft, the methodidentifies one or more potential next operations in sequence for theautomatic flight control system of the aircraft; and presents, via anaircraft onboard display device, text descriptions of the one or morepotential next operations.

This summary is provided to introduce a selection of concepts in asimplified form that are further described below in the detaileddescription. This summary is not intended to identify key features oressential features of the claimed subject matter, nor is it intended tobe used as an aid in determining the scope of the claimed subjectmatter.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the subject matter may be derived byreferring to the detailed description and claims when considered inconjunction with the following figures, wherein like reference numbersrefer to similar elements throughout the figures.

FIG. 1 is a functional block diagram of an automatic flight controlsystem, in accordance with the disclosed embodiments;

FIGS. 2A-2C are diagrams an automatic flight control system userinterface, in accordance with the disclosed embodiments;

FIG. 3 is a flow chart that illustrates an embodiment of a process forpresenting automatic flight control system data; and

FIG. 4 is a flow chart that illustrates an embodiment of a process foridentifying potential aircraft operations.

DETAILED DESCRIPTION

The following detailed description is merely illustrative in nature andis not intended to limit the embodiments of the subject matter or theapplication and uses of such embodiments. As used herein, the word“exemplary” means “serving as an example, instance, or illustration.”Any implementation described herein as exemplary is not necessarily tobe construed as preferred or advantageous over other implementations.Furthermore, there is no intention to be bound by any expressed orimplied theory presented in the preceding technical field, background,brief summary or the following detailed description.

The subject matter presented herein relates to apparatus and methods forpresenting automatic flight control system (i.e., “autopilot”) dataonboard an aircraft. More specifically, the subject matter relates toproviding dynamic information about what the autopilot will do if anautopilot mode selection is made, prior to the selection, therebyreducing the chance of inadvertent autopilot mode engagement.Embodiments of the present disclosure accomplish this objective bypresenting plain-text representations of autopilot modes and operationsvia an aircraft display, such that flight crew members can easilyrecognize, interpret, and understand current and potential autopilotoperations and modes.

Certain terminologies are used with regard to the various embodiments ofthe present disclosure. In the context of an automatic flight controlsystem, an operating mode is a crew-selectable function, such as“altitude hold”, “climb via vertical speed to selected altitude”,“heading hold”, “follow navigation”, or the like. Each operating mode isassociated with one or more aircraft operations, such as controllingpitch, roll, yaw, departure, en route climb or descent, or approach. Aplain-text representation of an aircraft operation or mode is anEnglish-language, text description of the aircraft operation, which ispresented in sentence form. Plain-text representations do not includeaviation jargon, aviation acronyms, aviation abbreviations, and otherabbreviated, ambiguous, and/or easily confused representations ofpotential and current aircraft operations.

Turning now to the figures, FIG. 1 is a functional block diagram of anautomatic flight control system 100, in accordance with the disclosedembodiments. The automatic flight control system 100 is generallyimplemented onboard an aircraft. In this scenario, the aircraft may beany aviation vehicle that includes an automatic flight control system100 (i.e., an “autopilot”), as described below. The aircraft may beimplemented as an airplane, helicopter, spacecraft, hovercraft, unmannedaircraft, or the like. The automatic flight control system 100 is usedto help automate the process of guiding and controlling the aircraft.The automatic flight control system 100 is used by the flight crew toreduce workload, and may be used to control the aircraft path in thelateral (left/right) and/or vertical (up/down) directions. The automaticflight control system 100 may include one or more aircraft-specificmodes that are optimized to enable the crew to operate the aircraftefficiently within the National Airspace System.

The automatic flight control system 100 generally includes, withoutlimitation: at least one processor 102; a system memory 104 element; auser interface 106; an automatic flight control system module 108; apresentation module 110; and a display device 112. These elements andfeatures of the automatic flight control system 100 may be operativelyassociated with one another, coupled to one another, or otherwiseconfigured to cooperate with one another as needed to support thedesired functionality—in particular, to present automatic flight controlsystem data, as described herein. For ease of illustration and clarity,the various physical, electrical, and logical couplings andinterconnections for these elements and features are not depicted inFIG. 1. Moreover, it should be appreciated that embodiments of theautomatic flight control system 100 will include other elements,modules, and features that cooperate to support the desiredfunctionality. For simplicity, FIG. 1 only depicts certain elements thatrelate to the automatic flight control system data presentationtechniques described in more detail below.

The at least one processor 102 may be implemented or performed with oneor more general purpose processors, a content addressable memory, adigital signal processor, an application specific integrated circuit, afield programmable gate array, any suitable programmable logic device,discrete gate or transistor logic, discrete hardware components, or anycombination designed to perform the functions described here. Inparticular, the at least one processor 102 may be realized as one ormore microprocessors, controllers, microcontrollers, or state machines.Moreover, the at least one processor 102 may be implemented as acombination of computing devices, e.g., a combination of digital signalprocessors and microprocessors, a plurality of microprocessors, one ormore microprocessors in conjunction with a digital signal processorcore, or any other such configuration.

The at least one processor 102 communicates with a system memory 104element. The system memory 104 may be realized using any number ofdevices, components, or modules, as appropriate to the embodiment.Moreover, the automatic flight control system 100 could include systemmemory 104 integrated therein and/or system memory 104 operativelycoupled thereto, as appropriate to the particular embodiment. Inpractice, the system memory 104 could be realized as RAM memory, flashmemory, EPROM memory, EEPROM memory, registers, a hard disk, a removabledisk, or any other form of storage medium known in the art. In certainembodiments, the system memory 104 includes a hard disk, which may alsobe used to support functions of the automatic flight control system 100.The system memory 104 can be coupled to the at least one processor 102such that the at least one processor 102 can read information from, andwrite information to, the system memory 104. In the alternative, thesystem memory 104 may be integral to the at least one processor 102. Asan example, the at least one processor 102 and the system memory 104 mayreside in a suitably designed application-specific integrated circuit(ASIC).

The user interface 106 may include or cooperate with various features toallow a user to interact with the automatic flight control system 100components onboard the aircraft. Accordingly, the user interface 106 mayinclude various human-to-machine interfaces, e.g., a keypad, keys, akeyboard, buttons, switches, knobs, a touchpad, a joystick, a pointingdevice, a virtual writing tablet, a touch screen, a microphone, or anydevice, component, or function that enables the user to select options,input information, or otherwise control the operation of the automaticflight control system 100. For example, the user interface 106 could bemanipulated by an operator to set a desired parameter, or in otherwords, a desired value for which a user wishes to receive continuousupdates during operation of the automatic flight control system 100, asdescribed herein.

In certain embodiments, the user interface 106 may include or cooperatewith various features to allow a user to interact with the automaticflight control system 100 via graphical elements rendered on a displaydevice 112. Accordingly, the user interface 106 may initiate thecreation, maintenance, and presentation of a graphical user interface(GUI). In certain embodiments, the display device 112 implementstouch-sensitive technology for purposes of interacting with the GUI.Thus, a user can manipulate the GUI by moving a cursor symbol renderedon the display device 112, or by physically interacting with the displaydevice 112 itself for recognition and interpretation, via the userinterface 106.

The automatic flight control system module 108 is configured to performoperations associated with guiding and controlling the aircraft. Theautomatic flight control system module 108 is configured to obtainavionics data indicating aircraft parameters, aircraft position, flightplans, navigation system data, and user input (via the user interface106). The automatic flight control system module 108 is configured tooperate by receiving user-entered data, including, without limitation:(1) user-entered modes (lateral and vertical); (2) user-entered targets(e.g., altitude, vertical speed, indicated airspeed); and (3)user-entered engagement controls (e.g., AP, YD, FD). The automaticflight control system module 108 uses the obtained avionics data anduser input to generate guidance cues, to identify appropriate aircraftoperations to comply with the guidance cues, and to execute theseoperations when user input selections or system commands are received.When inappropriate aircraft operations are identified, the automaticflight control module 108 is configured to return control to the user,but also continues to generate guidance cues.

The presentation module 110 identifies and presents (via the displaydevice 112) appropriate graphical elements and/or plain-textrepresentations for potential operations determined by the automaticflight control system module 108. Graphical elements may include symbolsindicating a current, anticipated or potential direction of travel orcourse change for the aircraft. Plain-text representations includeEnglish-language, succinct, text descriptions of potential oranticipated aircraft operations presented in sentence form and/or in aform that is easily understood by the user. In certain embodiments,plain-text representations avoid the use of aviation jargon, aviationacronyms, aviation abbreviations, and other cryptic, ambiguous, and/oreasily confused representations of potential, anticipated, and currentaircraft operations. In some embodiments, the plain-text representationsdo not include aviation jargon, aviation acronyms, aviationabbreviations, or the like. The presentation module 110 presents theplain-text representations for: (1) autopilot mode status annunciation,wherein the plain text augments or replaces the traditional acronymbased mode annunciators (like HDG, VS, ALT); and (2) engagementconfirmation, wherein a plain-text sentence is used to communicate tothe flight crew the next or subsequent action/operation of the aircraft,based on current aircraft status and user input selections.

In practice, the automatic flight control system module 108 and thepresentation module 110 may be implemented with (or cooperate with) theat least one processor 102 to perform at least some of the functions andoperations described in more detail herein. In this regard, theautomatic flight control system module 108 and the presentation module110 may be realized as suitably written processing logic, applicationprogram code, or the like.

The display device 112 is configured to present graphics, text, and anytype of visual representation of automatic flight control system 100data. More specifically, the display device 112 presents graphicalelements and plain-text representations associated with aircraft modesand operations. The display device 112 may be realized as an electronicdisplay configured to graphically display automatic flight controlsystem 100 data. In an exemplary embodiment, the display device 112 islocated within a cockpit or flight deck of the aircraft. It will beappreciated that although certain embodiments of the automatic flightcontrol system 100 use a single display device 112, in otherembodiments, additional display devices 112 may be present onboard theaircraft. In some embodiments, the display device 112 and/or userinterface 106 may be located outside the aircraft (e. g., on the groundas part of an air traffic control center or another command center) andcommunicatively coupled to the remaining elements of the automaticflight control system 100 (e.g., via a data link).

FIGS. 2A-2C are diagrams of an embodiment of an automatic flight controlsystem user interface 200, which is generally implemented as a graphicaluser interface (GUI) presented by an aircraft onboard display device. Itshould be appreciated that FIGS. 2A, 2B, and 2C depict a simplifiedembodiment of the automatic flight control system user interface, andthat some implementations of the automatic flight control system userinterface may include additional elements or components.

FIG. 2A illustrates a set of engagement controls 202 and a set ofvertical controls 204 of the automatic flight control system userinterface 200. In this embodiment, the engagement controls 202 arelocated on the left side of the automatic flight control system userinterface 200. The engagement controls 202 are used to engage and/ordisengage the automatic flight control system (i.e., the autopilot), theyaw damper, or to engage/disengage the straight and level mode. In someembodiments, the “YD” engagement control 202 is replaced with analtimeter control configured to receive user input Baro values. Certainembodiments of the engagement controls 202 use touch controls, andtouching an engagement control 202 for a period of time longer than athreshold may be required to prevent inadvertent activation ordeactivation. The vertical controls 204 are located on the right side ofthe automatic flight control system user interface 200. The verticalcontrols 204 are used to adjust the altitude preselect, or the verticalspeed (VS) and indicated airspeed (IAS) targets. The vertical controls204 may also be used to change the current aircraft altitude when theautomatic flight control system (i.e., the “autopilot”) is in AltitudeHold (ALT) mode. In some embodiments, the vertical controls 204 may beimplemented using touch controls, touch/swipe controls, dual concentricknobs, physical buttons, rocker switches, or wheels. In someembodiments, the vertical controls 204 may be implemented using voicecontrols, gaze controls, or the like.

FIG. 2B illustrates a set of mode controls 206 of the automatic flightcontrol system user interface 200. In this embodiment, the mode controls206 are located in the center of the automatic flight control systemuser interface 200. The mode controls 206 are generally used inconjunction with execution controls 210 to change autopilot lateralmodes such as heading (HDG), approach (APPR) or autopilot vertical modessuch as altitude (ALT), vertical speed (VS), or indicated airspeed(IAS). Each of the mode controls 206 provides dynamic information aboutwhat the autopilot will do if the button is pressed. Providing thisinformation prior to the selection of any autopilot mode should reducethe chance of inadvertent autopilot mode engagement. When any of themode controls 206 are selected by a user, the automatic flight controlsystem user interface 200 presents the execution display and controls210. The execution display provides a plain text description of theselected autopilot mode. The execution controls 210 allow the crew toeither accept or reject the new autopilot mode. The mode controls 206are generally implemented using touch controls or, in other words, atouch screen that includes user-selectable options.

FIG. 2C illustrates an autopilot status display 208, thepreviously-referenced execution display and controls 210, and errormessages 212. As shown, the autopilot status display 208 is located atthe top of the automatic flight control system user interface 200, theexecution display and controls 210 at the bottom of the automatic flightcontrol system user interface 200, and the error messages 212 on thebottom-left side of the automatic flight control system user interface200.

The autopilot status display 208 provides plain-text descriptions and/orgraphical elements of a current aircraft mode or aircraft operation thatis in the process of being performed by the automatic flight controlsystem. In certain embodiments, the autopilot status display 208includes one or more data fields that may be changed, based on userinput selections of the vertical controls 204.

In this particular embodiment, the execution display and controls 210includes (1) an execution display that shows, using graphical elementsand/or plain-text descriptions, operations that the automatic flightcontrol system will execute if (2) an execution control is activated.The execution display and controls 210 may include one or more fieldsthat may be changed based on user input to the vertical controls 204. Inthe embodiment shown, the execution controls include a “GO” command anda cancel control (“X”) which function to change an active autopilot modeor abort the change, based on user input. The execution controls providea two-step positive method to review and execute autopilot commands,which reduces logical errors and eliminates accidental touchactivations. Also as shown, the error messages 212 present persistentmessages regarding degraded states of the automatic flight controlsystem.

FIG. 3 is a flow chart that illustrates an embodiment of a process 300for presenting automatic flight control system data. The automaticflight control system data is presented onboard an aircraft, via adisplay device, during operation of the automatic flight control system.For ease of description and clarity, it is assumed that this examplebegins by detecting a current operating mode of a flight control system(step 302). An autopilot operating mode is the crew or system selectedmethod of operation by which the autopilot is controlling the lateraland/or vertical axis of the aircraft. As a lateral example, heading(HDG) mode is a method by which the autopilot maneuvers the aircraft tomaintain a selected magnetic heading. As a vertical example, altitude(ALT) mode is a method by which the autopilot maneuvers the aircraft tomaintain a selected barometric altitude.

Next, the process 300 determines a current aircraft operation, based onthe current operating mode (step 304). Each operating mode is associatedwith one or more aircraft operations, such as climbing, descending,turning left, turning right, etc. As a lateral example, if the autopilotis in heading “HDG” mode, and the aircraft is flying North, and theselected heading is East, then the autopilot will command a right handturn.

The process 300 then identifies, based on the current aircraftoperation, potential aircraft operations associated with a plurality ofoperating modes of the flight control system, and wherein the pluralityof operating modes comprises the current operating mode (step 306). Onesuitable methodology for identifying potential aircraft operations isdescribed below with reference to FIG. 4. A potential aircraft operationis an aircraft operation that could feasibly execute immediatelyfollowing performance of the current aircraft operation, wherein thecurrent aircraft operation and the potential aircraft operation may beexecuted sequentially, wherein the current aircraft operation is a firstoperation in a sequence and the potential aircraft operation is a secondoperation in sequence, and wherein the potential aircraft operation isexecuted after performance of the current aircraft operation iscomplete. As one example, an aircraft may climb, at a constant verticalspeed (VS), to a selected altitude. When the aircraft reaches theselected altitude, the autopilot transitions from VS mode to AltitudeHold (ALT) mode, permitting the aircraft to level off at the selectedaltitude. In this particular example, while the aircraft is climbing tothe selected altitude, the current operation is the VS mode, and thepotential aircraft operation is ALT mode.

Next, the process 300 presents, via a display device onboard theaircraft, a first set of graphical elements representative of thecurrent operating mode and the current aircraft operation (step 308).The process 300 also presents, via the display device, a second set ofgraphical elements associated with potential operations of the aircraft(step 310). The first and second sets of graphical elements may includeany representation of current and potential aircraft modes and/oroperations, including but not limited to: plain-text descriptions ofcurrent aircraft operations, a left/right arrow or other graphicsindicating a current or potential aircraft lateral direction, or andup/down arrow or other graphics indicating a current or potentialaircraft vertical direction. Other graphical elements may include acombination of text and symbols that are commonly used by automaticflight control systems and/or in the field of aviation. In addition,plain text descriptions denoting any limitations of the system may alsobe included.

A plain-text description or representation is an English-language, textdescription of an aircraft operation, which is presented in sentenceform. Plain-text representations do not include aviation jargon,aviation acronyms, aviation abbreviations, and other cryptic, ambiguous,and/or easily confused representations of potential and current aircraftoperations. In certain embodiments, the process 300 displays aplain-text description of the current operating mode and the currentaircraft operation such that a flight crew member can easily recognizeaircraft operations that are in progress, and the aircraft modeassociated with these operations that are being performed. Additionally,the process 300 displays a plain-text description of potential aircraftoperations such that a flight crew member may view and easily recognizethe aircraft behavior that would result from a particular userselection. The process 300 functions to present easily recognizable andunderstandable indications of results that occur in response to userselections for the automatic flight control system.

In other embodiments, the first set of graphical elements comprise anarrow indicating a current direction of aircraft travel, and a secondset of graphical elements that include arrows indicating potentialaircraft turns or directions of travel that would result from aparticular user selection.

FIG. 4 is a flow chart that illustrates an embodiment of a process 400for identifying potential aircraft operations. It should be appreciatedthat the process 400 described in FIG. 4 represents one embodiment ofstep 306 described above in the discussion of FIG. 3, includingadditional detail.

First, the process 400 identifies, via the automatic flight controlsystem, a current attitude, airspeed, and position of the aircraft (step402). Here, the process 400 obtains the current state of the aircraftfrom the automatic flight control system, which includes attitude (i.e.,an orientation of the aircraft relative to Earth's horizon), airspeed(e.g., indicated airspeed, calibrated airspeed, true airspeed,equivalent airspeed, and/or density airspeed), and a lateral and/orvertical position of the aircraft.

Next, the process 400 receives a user input selection of one of aplurality of modes, via a user interface (step 404). The aircraft isgenerally operating according to a current mode, and the user (e.g.,flight crew member) provides a selection of a second aircraft operatingmode that is associated with performance of one or more particularfunctions of the aircraft. The process 400 then determines a guidancecue, based on the user input selection; the current attitude, airspeed,and position; and the current aircraft operation (step 406). Next, theprocess 400 identifies one or more necessary actions for the aircraft tocomply with the guidance cue, wherein the one of the potentialoperations comprises the one or more necessary actions (step 408).

The various tasks performed in connection with processes 300-400 may beperformed by software, hardware, firmware, or any combination thereof.For illustrative purposes, the preceding descriptions of processes300-400 may refer to elements mentioned above in connection with FIGS. 1and 2A-2C. In practice, portions of processes 300-400 may be performedby different elements of the described system. It should be appreciatedthat processes 300-400 may include any number of additional oralternative tasks, the tasks shown in FIGS. 3-4 need not be performed inthe illustrated order, and processes 300-400 may be incorporated into amore comprehensive procedure or process having additional functionalitynot described in detail herein. Moreover, one or more of the tasks shownin FIGS. 3-4 could be omitted from one or more embodiments of theprocesses 300-400 as long as the intended overall functionality remainsintact.

Techniques and technologies may be described herein in terms offunctional and/or logical block components, and with reference tosymbolic representations of operations, processing tasks, and functionsthat may be performed by various computing components or devices. Suchoperations, tasks, and functions are sometimes referred to as beingcomputer-executed, computerized, software-implemented, orcomputer-implemented. In practice, one or more processor devices cancarry out the described operations, tasks, and functions by manipulatingelectrical signals representing data bits at memory locations in thesystem memory, as well as other processing of signals. The memorylocations where data bits are maintained are physical locations thathave particular electrical, magnetic, optical, or organic propertiescorresponding to the data bits. It should be appreciated that thevarious block components shown in the figures may be realized by anynumber of hardware, software, and/or firmware components configured toperform the specified functions. For example, an embodiment of a systemor a component may employ various integrated circuit components, e.g.,memory elements, digital signal processing elements, logic elements,look-up tables, or the like, which may carry out a variety of functionsunder the control of one or more microprocessors or other controldevices.

When implemented in software or firmware, various elements of thesystems described herein are essentially the code segments orinstructions that perform the various tasks. The program or codesegments can be stored in a processor-readable medium or transmitted bya computer data signal embodied in a carrier wave over a transmissionmedium or communication path. The “computer-readable medium”,“processor-readable medium”, or “machine-readable medium” may includeany medium that can store or transfer information. Examples of theprocessor-readable medium include an electronic circuit, a semiconductormemory device, a ROM, a flash memory, an erasable ROM (EROM), a floppydiskette, a CD-ROM, an optical disk, a hard disk, a fiber optic medium,a radio frequency (RF) link, or the like. The computer data signal mayinclude any signal that can propagate over a transmission medium such aselectronic network channels, optical fibers, air, electromagnetic paths,or RF links. The code segments may be downloaded via computer networkssuch as the Internet, an intranet, a LAN, or the like.

The following description refers to elements or nodes or features being“connected” or “coupled” together. As used herein, unless expresslystated otherwise, “coupled” means that one element/node/feature isdirectly or indirectly joined to (or directly or indirectly communicateswith) another element/node/feature, and not necessarily mechanically.Likewise, unless expressly stated otherwise, “connected” means that oneelement/node/feature is directly joined to (or directly communicateswith) another element/node/feature, and not necessarily mechanically.Thus, although the schematic shown in FIG. 1 depicts one exemplaryarrangement of elements, additional intervening elements, devices,features, or components may be present in an embodiment of the depictedsubject matter.

For the sake of brevity, conventional techniques related to signalprocessing, data transmission, signaling, network control, and otherfunctional aspects of the systems (and the individual operatingcomponents of the systems) may not be described in detail herein.Furthermore, the connecting lines shown in the various figures containedherein are intended to represent exemplary functional relationshipsand/or physical couplings between the various elements. It should benoted that many alternative or additional functional relationships orphysical connections may be present in an embodiment of the subjectmatter.

Some of the functional units described in this specification have beenreferred to as “modules” in order to more particularly emphasize theirimplementation independence. For example, functionality referred toherein as a module may be implemented wholly, or partially, as ahardware circuit comprising custom VLSI circuits or gate arrays,off-the-shelf semiconductors such as logic chips, transistors, or otherdiscrete components. A module may also be implemented in programmablehardware devices such as field programmable gate arrays, programmablearray logic, programmable logic devices, or the like. Modules may alsobe implemented in software for execution by various types of processors.An identified module of executable code may, for instance, comprise oneor more physical or logical modules of computer instructions that may,for instance, be organized as an object, procedure, or function.Nevertheless, the executables of an identified module need not bephysically located together, but may comprise disparate instructionsstored in different locations that, when joined logically together,comprise the module and achieve the stated purpose for the module.Indeed, a module of executable code may be a single instruction, or manyinstructions, and may even be distributed over several different codesegments, among different programs, and across several memory devices.Similarly, operational data may be embodied in any suitable form andorganized within any suitable type of data structure. The operationaldata may be collected as a single data set, or may be distributed overdifferent locations including over different storage devices, and mayexist, at least partially, merely as electronic signals on a system ornetwork.

While at least one exemplary embodiment has been presented in theforegoing detailed description, it should be appreciated that a vastnumber of variations exist. It should also be appreciated that theexemplary embodiment or embodiments described herein are not intended tolimit the scope, applicability, or configuration of the claimed subjectmatter in any way. Rather, the foregoing detailed description willprovide those skilled in the art with a convenient road map forimplementing the described embodiment or embodiments. It should beunderstood that various changes can be made in the function andarrangement of elements without departing from the scope defined by theclaims, which includes known equivalents and foreseeable equivalents atthe time of filing this patent application.

What is claimed is:
 1. A method for presenting flight control systemdata onboard an aircraft, the method comprising: detecting a currentoperating mode of an automatic flight control system, the currentoperating mode comprising a currently-selected method of operation forautopilot to control at least one of a lateral axis and a vertical axisof the aircraft, wherein the automatic flight control system comprisesthe autopilot; determining a current aircraft operation, based on thecurrent operating mode, wherein the current aircraft operation comprisesat least one of climbing, descending, and turning, and wherein eachoperating mode of the autopilot is associated with one or more aircraftoperations; identifying, based on the current aircraft operation, apotential aircraft operation associated with one of a plurality ofoperating modes of the automatic flight control system, by: identifyinga current attitude and position of the aircraft, via the automaticflight control system; receiving a user input selection of the one ofthe plurality of operating modes, via a user interface; determining aguidance cue based on the user input selection, the current attitude andposition, and the current aircraft operation; and identifying one ormore necessary actions for the aircraft to comply with the guidance cue,wherein the potential aircraft operation comprises the one or morenecessary actions, and wherein the current aircraft operation and thepotential aircraft operation are configured to execute sequentially tocomply with the guidance cue; presenting an autopilot mode statusannunciation comprising a first plain-text description of the currentoperating mode and the current aircraft operation, via a display deviceonboard the aircraft, wherein the first plain-text description augmentsa traditional acronym-based mode annunciator; and in response toreceiving the user input selection, presenting an engagementconfirmation comprising a second plain-text description associated withthe potential aircraft operation, via the display device, wherein thesecond plain-text description communicates that the potential aircraftoperation is a next operation in sequence subsequent to the currentaircraft operation; wherein the autopilot mode status annunciation andthe engagement confirmation comprise English-language text in sentenceform, and wherein the autopilot mode status annunciation and theengagement confirmation do not include aviation jargon, aviationacronyms, or aviation abbreviations.
 2. The method of claim 1, furthercomprising: establishing a communication connection to the automaticflight control system onboard an aircraft; and detecting the currentoperating mode via the communication connection.
 3. The method of claim1, wherein the display device comprises a touch-screen control userinterface; and wherein the method further comprises: receiving a userinput selection of one of a plurality of operating modes for theautomatic flight control system, wherein the one of the plurality ofoperating modes is associated with the current operation; andidentifying the current operation based on the user input selection,wherein the current operation is associated with a current operatingmode, and wherein the plurality of operating modes comprises the currentoperating mode.
 4. The method of claim 3, further comprising: presentingone of the text descriptions in close proximity to an associated userselectable option, via the touch-screen control user interface; andwherein the associated user selectable option represents the currentoperating mode.
 5. A system for presenting flight control system dataonboard an aircraft, the system comprising: a system memory element; aflight control system, configured to operate according to a currentoperating mode of the aircraft; a display device, configured to presentgraphical elements and text onboard the aircraft; and at least oneprocessor communicatively coupled to the system memory element, theflight control system, and the display device, the at least oneprocessor configured to: identify the current operating mode of theaircraft, the current operating mode comprising a currently-selectedmethod of operation for autopilot to control at least one of a lateralaxis and a vertical axis of the aircraft, wherein the flight controlsystem comprises the autopilot; determine a current aircraft operation,based on the current operating mode, wherein the current aircraftoperation comprises at least one of climbing, descending, and turning,and wherein each operating mode of the autopilot is associated with oneor more aircraft operations; identify, based on the current aircraftoperation, a potential aircraft operation associated with one of aplurality of operating modes of the flight control system, by:identifying a current attitude and position of the aircraft, via theflight control system; receiving a user input selection of the one ofthe plurality of operating modes, via a user interface; determining aguidance cue based on the user input selection, the current attitude andposition, and the current aircraft operation; and identifying one ormore necessary actions for the aircraft to comply with the guidance cue,wherein the potential aircraft operation comprises the one or morenecessary actions, and wherein the current aircraft operation and thepotential aircraft operation are configured to execute sequentially tocomply with the guidance cue; present an autopilot mode statusannunciation comprising a first plain-text description of the currentoperating mode and the current aircraft operation, via the displaydevice, wherein the first plain-text description augments a traditionalacronym-based mode annunciator; and in response to receiving the userinput selection, present an engagement confirmation comprising a secondplain-text description associated with the potential aircraft operation,via the display device, wherein the second plain-text descriptioncommunicates that the potential aircraft operation is a next operationin sequence subsequent to the current aircraft operation; wherein theautopilot mode status annunciation and the engagement confirmationcomprise English-language text in sentence form, and wherein theautopilot mode status annunciation and the engagement confirmation donot include aviation jargon, aviation acronyms, or aviationabbreviations.
 6. The system of claim 5, further comprising: atouch-screen control user interface, configured to receive user inputselections of one of a plurality of operating modes for the flightcontrol system, wherein the plurality of operating modes comprises thecurrent operating mode; wherein the at least one processor is furtherconfigured to identify the current operating mode based on one of theuser input selections.
 7. The system of claim 6, wherein the at leastone processor is further configured to present one of the plurality ofplain-text descriptions in close proximity to an associated userselectable option; and wherein the associated user selectable optionrepresents the one of the plurality of operating modes.
 8. The system ofclaim 5, wherein the current operating mode comprises one of a lateralmode and a vertical mode.
 9. A non-transitory, computer-readable mediumcontaining instructions thereon, which, when executed by a processor,perform a method comprising: based on a current operating mode of anautomatic flight control system of an aircraft, and a current aircraftoperation, identifying a potential next operation in sequence for theautomatic flight control system of the aircraft, by: identifying acurrent attitude and position of the aircraft, via the automatic flightcontrol system; receiving a user input selection of a second operatingmode, via a user interface; determining a guidance cue based on the userinput selection, the current attitude and position, and the currentaircraft operation; and identifying one or more necessary actions forthe aircraft to comply with the guidance cue, wherein the potentialaircraft operation comprises the one or more necessary actions, andwherein the current aircraft operation and the potential next operationare configured to execute sequentially to comply with the guidance cue;wherein the current operating mode comprises a currently-selected methodof operation for autopilot to control at least one of a lateral axis anda vertical axis of the aircraft, wherein the automatic flight controlsystem comprises the autopilot; wherein the current aircraft operationcomprises at least one of climbing, descending, and turning, and whereineach operating mode of the autopilot is associated with one or moreaircraft operations; presenting an autopilot mode status annunciationcomprising a first plain-text description of the current operating modeand the current aircraft operation, via a display device onboard theaircraft, wherein the first plain-text description augments atraditional acronym-based mode annunciator; and in response to receivingthe user input selection, presenting a second plain-text description ofthe potential next operation, via the display device, wherein the secondplain-text description communicates that the potential next operationfollows the current aircraft operation in sequence; wherein theautopilot mode status annunciation and the engagement confirmationcomprise English-language text in sentence form, and wherein theautopilot mode status annunciation and the engagement confirmation donot include aviation jargon, aviation acronyms, or aviationabbreviations.
 10. The non-transitory, computer-readable medium of claim9, wherein the method further comprises: establishing a communicationconnection to a flight control system onboard an aircraft; andidentifying the current operation via the communication connection. 11.The non-transitory, computer-readable medium of claim 9, wherein themethod further comprises identifying a current operating mode of anaircraft, via the automatic flight control system; and wherein thecurrent operation is determined based on the current operating mode. 12.The non-transitory, computer-readable medium of claim 11, wherein thecurrent operating mode comprises one of a lateral mode and a verticalmode.
 13. The non-transitory, computer-readable medium of claim 9,wherein the display device comprises a touch-screen control userinterface; and wherein the method further comprises: receiving a userinput selection of one of a plurality of operating modes for the flightcontrol system, wherein the one of the plurality of operating modes isassociated with the current operation; and identifying a currentoperation based on the user input selection, wherein the currentoperation is associated with a current operating mode, and wherein theplurality of operating modes comprises the current operating mode. 14.The non-transitory, computer-readable medium of claim 13, wherein themethod further comprises: presenting one of the text descriptions inclose proximity to an associated user selectable option, via thetouch-screen control user interface; and wherein the associated userselectable option represents the current operating mode.